Track-laying machine.



No. 833,038. PATENTED OCT. 9, 1906. T. M. GARVBR.=

TRACK LAYING MACHINE. APPLICATION FILED APR.9.1906.

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PATENTED OUT. 9, 1906.

T. M. GARVER. TRACK LAYING MACHINE.

APPLIGATION PILED APB.9,1906.

2 BHBETS-SHEET 2- WITNESSES 4 especi UNITED STATES PATENT OFFICE.

Specification of Letters Patent,

Patented Oct. 9, 19Q6.

Application filed April 9,1906. Serial No. 810,700.

Lo all whom it may concern:

Be it known that I, TAYLOR M. GARVER, a citizen of the United States, residing at Ohampaign, in the county of Champaign and State of Illinois, have invented new and useful Improvements in Track-Laying Machines, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

The purpose of this invention is to provide an im roved apparatus for track-laying,

afily adapted for delivering. ties and rails ontothe road-bed ahead of the machine and comprising track-gaging appliances.

It consists of the features of construction set out in the claims.

In the drawings, Figure l is a plan view of an apparatus embodying this invention. Fig. 2 1s a side elevation of the same. Fig. 3 is a vertical section at the line 3 3 on Fig. 1

.of the track-gaging devices on a larger scale than said Fig. 1. Fig. 4 is a section at the line 4 4 on Fig. 1. Fig. 5 is a detail lan view of the track-gaging apparatus. ig. 6 is a section at the line 6 6 on Fig. 1. Fig. 7 is a detail elevation of the forward end of one of the rail-runways.

The structure illustrated in the drawings comprises a flat-oar the frame of which consists of two pairs of longitudinal I-beams E E, one pair at each side, the two beams of each pair being spaced and joined rigidly by interposed cross ties or blocks E E toward the end portions and by additional crossties E on top of the I-beams over the middle portion of the length. The two pairs of l-beams are connected at their end portions by platforms A A-over the trucks B B, respectively, transverse bolsters B B being providedconnecting the two pairs of I-beams for affording the usual connection of the truck to the body of the structure. Two transverse I-beams D D also connect the pairs of I-beams E E, being bolted to the under side of the latter and depending therefrom, and to the under side of these transverse I-beams there are secured longitudinal I-beams D D, upon which there are mounted pillow-blocks, C one only being shown, (see Fig. 6,) for supporting the compressed-air tank 0, which extends longitudinally of the car about midway in its length and Width. (See Fig. l.) The I- beams E E in addition to constituting the main longitudinal framework .of the car are designed to serve as trolley-tracks for the pneumatic tie,- lifters F F, which are suspended from their trucks F F, having wheels f traveling upon the lower inner flanges of the Lbeams E. The ab ove-described framing of the car, air,

and tank supports thereon allows free stor age-space under the tank for all manner .Of material whichshould be carried on the car, and for this purpose a flooring (1 may be secured above the longitudinal Lbeams D D between the pillow-blocks C. The remaining space at both sides of this flooringspacejis preferably left open to afford convenient clearance for the workmen in man pulating the pneumatic sp1kingtools. These pneumatic lifters requlre no further description, except that they consist of a cylinder aving a piston whose stem F extends out at the lower end for connection with means for grappling and lifting the ties X. A pipe C conveniently located along the inner side of the inner I-beam of each air, is connected with the tank 0, and a exible connection from the i e C extends into the lower end of each 0 t 1e pneumatic lifters cylinders, suitable valves C serving to control the admission of the compressed air to the flexible pipe leading to each lifter. The connection from the lower end of the stem F for grappling and upholding the tie may be, as illustrated, a hooked or stirruped link G, whose lower hooked end or stirrup Gr engages under the tie for lifting it or holding it up to proper position while the rail is being spiked to it. It is the intention to use with this a paratus pneumatic spikingtools, which wili be carried on the car and be supplied with compressed air from the tank C, for spiking the rails to the ties while the latter are supported by the hooked or stir..- ruppjd grappling-links G, upheld by the lifters Mounted outside the car at both sides upon brackets or hangers h h, secured to the sides of thelongitudinal I-beams E E, there are runways for delivering the rails and ties from a supply-car, which may follow the construction-car at the rear to suitable position on the road-bed ahead of theconstruction-car. Both these runways are mounted in a suitably.- inclined position, so that the rails and ties may be advanced by gravity from the rear higher end to the front lower end, where they may be readily handled into position on the tied together and having mounted in it rollers L L, on which the rail will readily descend from rear to front end of the runway. The runway at the left hand is of similar construction, the corresponding parts being similarly designated by reference letters. The two runways differ only in that the latter is somewhat wider, because it is designed to accommodate the ties X, shown thereon. The forward end section L of each runway is hinged to the remainder, as shown at C, and the forward end of that forward section is upheld by a guy-wire l running over a gibbet-post N at the forward end of the carbed. The guy-wires may be connected in any convenient manner for adjusting the height of the forward end of the hinged'section L so that the forward ends, particu larly ofthe rail-runway, may be lowered to the level of the road-bed. for convenience in making the connection of the rail to the preceding track. In performing this operation the forward end of the rail will be lifted off of the runway onto a projecting step or arm U, with which the forward end of the section L is provided, and said section being then lowered to rest the rail upon the ties, which may be placed upon the road-bed, the rear end of the rail will be swung off from the runway and spliced by fish-plate to the forward end of the last preceding rail. This applies to the rail at the left-hand side. For the opposite side the workman will carry the rail across to place it in position for splicing the fish-plate.

Constituting part of the entire apparatus, cooperating with the remainder, but sufficiently detached therefrom to be adapted to move independently on the track for a limited distance, is the trackgaging apparatus. This apparatus consists of a wheeled truck having the axle-bearings O for the wheels P connected at each side by longitudinal channel-beams Q Q, which are connected by the transverse I-beam R, which extends laterally considerably beyond the wheels,

' being substantially of the length of the longest ties to be laid. At the opposite ends of the I-beam R there are suspended pneumatic tie-lifters F, similar to those already described and similarly provided with hooked or stirruped grappling-links G for engaging underneath the ties to uphold them while the rails are spiked thereto. Flexible connecting-tubes C 0 connect these pneumatic lifters with the compressed-air tank 0 on the car A. The gaging appliances comprise a wrought-iron frame T, which is suspended by fiexible connections, as chains 25 t, from the longitudinal channel-beams Q, said frame being swung below the axles p of the wheels P. On this frame there is rigidly mounted a cylinder S open at both ends and having a piston playing in it toward and from each end for operating the outside track gages or clamps. This frame comprises the longitudinally offset and depending lugs T, one at each corner, so that there are two in transverse line at each side of the frame. The two lugs of each pair support an inner gage-bar U at the level of the heads of the rails, the length of the bars U being the exact distance apart of the proximate faces of the two rails, so that the ends of the bars afford positive and definite stops for the rails,

against which they may be drawn for gaging them apart. A little above and inward from the lugs T there are mounted in the frame T for movement transversely with respect to the track the outside clamping or gage bars V V V V, hooked at their outer ends for engagingthe rails at their outer side. The two bars of each-pair at each side are connected by the fork or yoke W, with the stem W of the piston playing in the corresponding end of-the cylinder S, so that when said piston is forced inward by the admission of compressed air to that end of the cylinder the two hooked bars are simultaneously and equally drawn inward, so that their hooks engage outside the respective rails (see Fig. 4) and draw them both inward against the ends of the inner gage-bars U U. A suitable valve controls the admission of compressed air simultaneously to the two ends of the cylinder S for simultaneously operating the hooked bars at both sides to pull both rails simultaneously inward against the inner gagebars. A flexible pipe connects the cylinder S with the compressed-air; cylinder C on the main car.

'In the operation of this device both the main car andthe truck which carries the gaging devices may be understood as standing upon a piece of already-constructed track which is to be extended by means of the apparatus, a supply-car (not shown) being behind it on the track, and, if preferred, in lieu of a propelling-motor on the constructioncar means of propulsion may be afforded from the rear. Rails and ties from the supply-car being sent down, the proper runways are thereby delivered to the workmen on the road-bed at the forward end of the apparatus, and the ties being placed on the roadbed the rails will be lodged thereon and spliced at their rear ends by the usual fishplates or other connecting-bars to the forward ends of the respective rails of the constructed portion of the track, and the truck having the ga ing devices will then be advanced onto the new rails, between which the inner gage-bars U U will enter and stand, while the outside hooked gage-bars V, thrust outward to their outer limit, extend over the rails and have their hooks V ready to be drawn inward against the outer side of the rails. The truck being halted with the I beam R directly above the first tie, the grappling-hooks G of the pneumatic lifters at the two ends of the I-beam will be engaged with the corresponding ends of the tie, and air being admitted to the cylinders of the pneumatic lifters F the tie thus engaged will be held up, binding the rails firmly against the under side of the wheels P of the truck, so that tie and rails are for the time being clamped to the rigid structure of the truck. Air being admitted to the cylinder S, the rails will be drawn in snugly against the ends of both the gage-bars U U, which are at suffii cient distance apart along the track to thereby definitely locate the rails parallel. While in this position, pneumatic spiking devices, supplied from the compressed-air tank C, will be brought into action for spiking the rails to the tie which is in the grasp of the pneumatic lifters. The pneumatic lifters being disengaged from the tie, the entire apparatus may be then advanced to a middle point in the length of the new rails, where another tie will be engaged by the lifters and the rails will be spiked to such tie. The pneumatic lifters being disengaged from the tie, the apparatus will be moved on another space, and the lifters will be engaged with a tie near the end of the rail, where the process of securing the rails to such tie will be performed. While the apparatus occupies this position, additional rails and ties being sent down the runways and placed on the road-bed in advance, the rails will be connected-by fish-plates with the pair of rails just laid, and the operation already described will be repeated on the new rails. Meanwhile, the main car having advanced onto the first pair of new rails, the tie-grappling hooks G at three positions on the car, as shown, will be engaged with three ties which have not been spiked, and the pneumaticlifters being operated by the admission of compressed air thereto and clamp ing the ties and rails against the walls, and thereby binding them rigidly to the rigid frame of the car, as already described with respect to the track-gaging truck, the rails will be spiked to these ties by the pneumatic devices. In this operation the lifters F on the construction-car running on their trolleytracks will be moved from position to position for spiking the successive ties. The flexible connections for conducting the compressed air from the tank C to the several de vices on the gaging-truck will have sufficient length to permit said truck and the car to stand at different distances from each other at different parts of the operation, so that the car may be moved to positions for engaging and spiking all the rails which have not been spiked while the gaging-truck was passing over the rails, and when the car finally passes off a given pair of rails it leaves them behind it spiked to every tie and definitely and accurately spaced, so that the track is ready for ballasting; All the operations for securing the rails in place, not only striking but drilling bolt-holes, tightening nuts, 800.,

I maybe performed convenientlyby pneumatic tools which will derive their supply of coinpressed air from the tank C on the construc- I tion-car.

I claim 1. A track-laying apparatus comprising a 5 car having a compressed-air tank mounted upon it; a truck adapted to run on the track forward of the car; means on the car for con- 1 ducting rails and ties along the car and forward thereof past said truck; pneumaticallyoperated track-gaging appliances mounted on thetruck, and a flexible pipe connection i to said appliances from the compressed-air tank on the car. i

2. A track-laying apparatus comprising a car adapted to run on the track to be laid; a E compressed-air tank mounted on such car; a truck adapted to run on the track in advance of the car; pneumatically-operated trackgaging appliances on the truck and a flexible pipe connection from the compressed air tank on the car to said pneumatic appliances; pneumatically operated tie lifters on the truck and flexible pipe connections thereto from the compressed-air tank.

3. A track-laying apparatus comprising a car adapted to run on the track laid; a compressed-air tank mounted on such car; tielifters suspended from the car in position for engaging the ties underlying the rails on which the car stands, pneumatically-operated means for actuating said tie-lifters to uphold the ties against the under side of the rails, and pipe connections from the compressed-air tank to said devices.

4. A track-laying apparatus comprising a car adapted to run on the track to be laid; means mounted on the car extending longitudinally thereof and forward therefrom for conducting rails and ties to the road-bed forward of the car, and a track-gaging apparatus adapted to run on the track between the car and the delivery end of the rail and tie conductors.

5. A track-laying apparatus comprising a car adapted to run on the track to be laid; rail and tie conductors extending alongside the car and projecting forward therefrom for delivery of rails and ties to the road-bed in advance of the car a truck adapted to run on the track between the forward end of the car and the delivery-point of the rail and tie conductors; a compressed-air tank mounted on the car; pneumatically-operated track-gagpipe connections from the tank to said devlces.

6. A track-laying apparatus comprising a car adapted to run on the track to be laid rail and tie conductors extending alongside the car and projecting forward therefrom for delivery of rails and ties to the road-bed in advance of the car a truck adapted to run on lIO ing devices mounted on the truck and flexible the track between the forward end of the car and the delivery-point of said rail and tie conductors; a compressed-air tank mounted on the car; pneumatically-operated track-gaging devices and pneumatically-operated tielifters both mounted on the truck, and flexible ipe connections from the compressed-air tank on the car to said devices on the truck.

7. A track-laying apparatus comprising a car adapted to run on the track to be laid; rail and tie conductors extending alongside the car and projecting forward therefrom along the road-bed for delivering rails and ties to the latter at a point in advance of the car; a truck adapted to run on the track between the forward end of the car and said rail and tie deliveryoint; a compressed-air tank mounted on t e car; pneumaticallyoperated tie-lifters mounted on the car and connections for supplying them with com pressed air from the tan pneumaticallyoperated track-gaging devices and tie-lifters mounted on the truck and flexible pipe connections to said devices from the compressedair tank.

8. A track-laying apparatus comprising a truck adapted to run on the track to be laid;

a gaging device having its frame carried by the truck and comprising two parallel inner gage-bars extending transversely with respect to the track between the front and rear wheels of the truck at the level of the heads of the rails for spacing the latter; two pairs of transversely-reciprocating bars extending out over the rails, between the truck-wheels, one pair at each side, and having their ends hooked for engaging outside the rails, and pneumatically-operated connections for actuating said clamping-bars to draw them inwardly for clamping the rails against the interior spacing bars.

9. A track-laying apparatus comprising a truck adapted to run on the track to be laid; a gaging device having its frame carried by the truck and comprising two parallel inner gage-bars extending transversely with respect to the track between the front and rear wheels of the truck at the level of the heads of the rails for spacing the latter; two pairs I of transversely-reciproeating bars extending out over the rails, one pair at each side, and having their ends hooked for engaging outside the rails between the truck-wheels; a cylinder mounted on the truck having connection with a source of compressed air for operating the piston or pistons, such piston or pistons having connections therefrom for actuating the reciprocating bars.

10, A track-laying apparatus comprising a truck adapted to run on the track to be laid; a frame suspended from such truck between the rails interior s acing-bars mounted on such frame at the evel of the heads of the rails between the tread-points of the front and rear wheels; exterior clamping bars mounted for reciprocation on such frame extending out over the rails between the front and rear wheels and hooked for engagement outside the rails; pneumatic tie-lifters mounted on the truck having their means for engaging the ties extending down between the interior gaging bars, and pneumaticallyoperated devices for actuating the clampingbars.

11. A track-laying apparatus comprising a truck ada ted to run on the track to be laid; a frame "lexibly suspended from the truck between the wheels and below their axles; traclegaging devices mounted on such frame and tie-lifters mounted on the truck.

12. A track-laying apparatus comprising a I truck adapted to run on the track to be laid,

having the axle-bearings all rigidly framed together, such frame comprising an elevated transverse bar located in a vertical plane between the front and rear wheels of the truck and extending laterally beyond the track at both sides to overhang the road-bed; tielifters carried by the overhanging ends of such bar, and track-gaging devices carried by the truck in position for operating on the I track-rails before and behind the transverse vertical plane of the tie-lifters.

13. A track-laying apparatus comprising a car having a compressed-air tank mounted upon it; means adapted to run on the track in advance of the car for gaging the rails; a plurality of pneumatically-o erated tie-lifters mounted on the car; tro ley-hangers for the same, and trolley-tracks upon which they are mounted to run longitudinally of the track, and flexible connections from the tie-lifters to the compressed-air tank.

In testimony whereof I have hereunto set my hand, at Champaign, Illinois, this 26th day of March, 1906.

' TAYLOR M. GARVER.

Witnesses:

OHAs. S. BURTON, M. GERTRUDE ADY. 

